Selective-dump car



March 26, 1929. H. s. HART 1,706,607

SELECTIVE DUMP CAR Filed Feb. 12, 1927 J QJZM EY MWW 266 Y the rails or operat1 Patented Mar. 26,

UNITED STA HART, or CHICAGO, ILLINOIS, nss eiion'i no names BALLAST. can. (3011- PANY, or CHICAGO, LLmoIs, A 'coarona'rionor MAINE,

HARRY s.

TES'

SELECTIVE-Dom can;

, Application filed February 12,1927; Serial "wage;

The present invention relates to dump cars,

known as ballast cars, ballast either between the rails or outside.

or both between the rails and outwithout flooding the track,

the rails, side of the rails and more particularly to the type.

which may deposit I have illustrated my invention in a car having the usual underframe comprlsing a center sill and cross sills, and having be:

tween the trucks oneach side of the center hinged at the apex of forming portions ofthat when the outer doors'are swung material may be unloaded ,to' the when the inner doors slope in a -whereby to shed the lading from above the 'center s1ll 3. Disposed along the side walls 2- 2 of the car are the,sloping walls 7-7 whlch slope downwardly and inwardly.

wardly, outer side of the rail are swung downwardly, unloaded between the rails; I doors are swung downwardly, materialflmay be deposited both outside and insideYthe rails.

One of the objects provide a simple, car by -means posited either the hopper,

down:

material may "be side the rails without flooding the tracks.

Another object of my invention is to provide a car of the type described in which the center sill is provided with means 00- ng with the free edge of the down I wardly swin ingdoors in such a manner as prevent t e discharge of material from the doors until the latter have reached a pre-' determined point. In the specific embodiment of my invention herein shown and described I have illustrated a ba'filing means which prevents discharge of material until the free edge of the door is in a position located substantially in the plane defining an angle of repose of the deposited material, the base of which angle is below the top of the rails. It is obvious, however, that such bafiling means may be of less extent, but havin the function of preventing any leakage from the car due to the fact that the doors may notbei entirely closed;

These and other-{objects are accomplished by means of the arrangement disclosed on the accompanyingsheet of drawings, in

which-- Figure 1 is a trans erse sectional view of and when";all].

of my'invention is to economical and eflicient of which ballast may be debetween the rails or outside of both between the rails and out cation of my invention; Y

with a cope 4 which includes the sloping walls 55 and the downwardly extending overlappinm walls 6-.6. The walls 5-5 downward and outward direction Each of the walls 5,5 and the channels 33' cooperates with the corresponding hopper walls are provided with doors which will be more specifically referred to hereinafter.

The car 1 is supported by trucks which are not shown but which support the car by wheels riding on the rails '9--9. For the purpose of depositing lading outside the rails 9 9, doors 1010 are provided which are mounted for swinging movement about the fixed axes 11l1. Said doors'lO -JO when in closed position lie in substantially the same planes as the corresponding slopmg walls 77. Said doors 1010 are 0perated by means of chains, not shown, which in turn are controlled by the shafts 13-13 disposedlongitudinally of the car. I Depositing of lading between the tracks 1s controlled by oppositely swinging doors 1414: w-hich are swingingly mounted about the axes111l. Said doors 14-14 are controlled by chains, not shown, which in turn are controlled by the rotatable shaft 15 disposed longitudinally of the car.

from the doors increasing rapidly as the openin increases. Owing to the fact that these doors swing through a considerable arc the premature discharge of the ballast is likely to result in flooding of the rails and consequent derailing of the car. .Furthermore, as these edges are usually attached to the operating shaft 15 by chain mechanism of some kind, it is diificult to insure tight closing of both doors due to unequal stretchin of the chains so that one or both of the oors may be left in a slightly open position when it is attempted to close the doors, thus causing a leakage of material asthe train is moving and thus causing a loss .of such lading as ballast.

In order, therefore, to provide a means which shall insure a retention of the lading until the doors have reached a predeter mined point, I have provided a car of this type with baflling means cooperating with the swinging edges of the doors in such a way as to prevent discharge of theload until'the doors have reached this predetermined point. It is obvious that this baffling means may be only sufficient to insure a tight closing of the doors to prevent leakage therefrom of the lading in transit or that this bafiling means may be continued, as I have preferred to show it, to a point whereit will insure proper placing of the lading, such as ballast, between the rails.

Aswill be noted from an inspection of the drawing, the swinging edges of the doors 14-14 lie adjacent the bottom edge of the sill 3 when in closed position and that the sill is provided with a downwardly depending extension member 16 attached by any suitable means, such as rivets, to the bottom of the channels '.3'- and extending longitudinally the distance of and o posite the doors 14. The are described y the sw nging edge of the doors 14-14 is indicatcd by the numerals 15"-15 which, it will be noted, coincide with, the arcuate faces of the depending extension 16. The edges of the doors 1414, therefore, move through a very considerable angle before lading, such as rockballast, will begin to flow therefrom in an substantial amount. The points indicated y the numerals 15- 15 may be taken to represent approximately the positions of the swinging edges of doors 14-14 when a substantial flow of ballast will occur from said doors. As the doors 1414 open to a greater degree, the the lading will pile up in a greater heap and the size of said heap will be determined approximately by the lines 15-15 which indicate the angle of repose of rock ballast, the limits of said heap being a substantial distance below the top of the rails 99 on lading and with varying degrees of wetness of sa1d lading, but, speaking generally, the maximum dimensions of the heap of lading between the tracks will be determined by the lines indicating the angle of repose of said lading, which lines are defined by'the points in the arcs 15"-15 which represent the position of the outer edge of the doors 14-14 in "whicli'the discharge openings are first opened an extent sufficient to pass or discharge ballast from the hoppers.

It will be understood, of course, that there is a slight permissible variation in the base of the triangle representing a heap of lading between the tracks. The base of said triangle may-be at any level below the tops of the rails so that said base'is bounded by the innersurface of the rails below the tops thereof.

Disposed adjacent the inner edge of the doors 14-14 are the angularportions 17- 17 which provide a seat against the base of the channels 33 of the center sill. The swinging edge portions 17-17 are strengthened by means of the Z-bars..18-18, the doors 14-14 being strengthened transversely by angles 19-19.

Referring now to the' advantages and functions of the structure disclosed in 'Figure 1, it will be noted that when it is desired to deposit lading outside of the rails 99, such deposit may be conveniently made by controlling the swinging doors 10-10 through operation of the longitudinally extending shafts 13-13. The-closed positions of each of the doors 10-10 are indicated in full lines and the full open po* sition of said doors is indicated in broken lines. The speed ofthe car in its travel along the rails 9-9," 'the degreefof opening be conveniently controlled so that the angle of repose will be such that the rails will not1 be flooded as the car moves along said rai s.

When it is desired to deposit lading between the rails 99, this operation can be accomplished by-manipulation of the doors l i-14. The extension, 16 on the lower edge,of the sill 3 with its arcuate faces cooperating with 'the outer edges of the doors 14-14, prevents the passa e of lading until the doors have been opene to a considerable extent, that is, until said doors have been,

opened to such an extent that the edge of the doors 17 will clear the lower edges of the extension 16, which, impractice will occur approximately when the swinging edges of the doors 14-14 reach the positions indicated by the numerals 15 -15. When the doors 14-14 have reached this position, the swinging edges of said doors will have moved to such a sloping position that lading will be directed to a region approximately midway of the rails 99. By reason of the described construction, a maximum amount of lading maybe deposited between the rails without flooding same. The angle of repose of the lading, such as rock ballast, deposited between the rails is indicated by the lines 15 -45. It will be clear that by reason ,of the fact that the'doors 1414 direct lading to a medial region spaoedequally from the rails 9-9 and con trolled by one swinging edge of the doors as above described, the danger of flooding said rails is minimized. In service, when the caris being moved alon the track, at which time flooding of the rails is most dangerous, the illustrated construction insures a maximum of safety .in this regard.

Referrin now to the modification shown in igure 2, the parts are substantially the same except that the extension 16' at the base of the sill 3 is not provided with arcuate side faces but has a flange 21 at the base thereof presenting shoulders 22-22 lying in the arc or swin .of the outer edge of the doors 1414. he doors are provided with end seats 17 17 similar to those shown in the modification disclosed in Figure 1, but in addition are provided with arcuate extensions 2323 which, represent the arc of swing of the doors. In this modification, it can be readily seen that the doors present a portion 23 in close relation to the shoulders 22-22 until the doors 14-14 have been moved through a substantial arc with the same result as that effected in the structure shown in Figure 1. In this modification, the maximum open position is rep-4 resented by the dotted line position of the doors.

I claim:

1. A car of the class described having a center sill, a bottom comprising an inclined swinging door, pivoted at its lower edge, said door having a free edge extending toward the center sill, and means cooperating with said free edge to prevent discharge of material from the door until the door has reached a predetermined point.

3. A car of the class described having a center sill, a substantially V-shaped hopper on each side of the center sill, doors mounted for swinging movement about longitudinally extending axes at the apexes of the hoppers, said doors extending from their axes toward the center sill, baffling means attached to the center sill and cooperating with the swinging edges of the doors to prevent discharge of material therefrom until the doors have reached a predetermined point.

4. A car of the class described having a center sill having a depending extension, a hopper and a door for said hopper cooperating with said center sill extension, during a portion of the opening movement thereofto prevent discharge from said hopper, said centersill extension and said door being of such construction that a line representingthe angle of repose of the discharged ballast, drawn from the point in the arc of swing of said door that represents the maxi- 'mum raised position of said door atv which discharge of ballast can take place,'""to the ground, will lie inside the top of the rail.

5. A car of'the class described having a center sill, a substantially V-shaped ho per on each side of the center sill, and. oors mounted for swinging movement about longitudinally extending axes at the apexes of the hopper, said doors extending from their hinging axes toward the center sill, said center sill beingof .such .shape and said doors being of a length. suificient to cause the swinging edges to remain adjacent a portion ofsaid center sill during a portion of said opening movement and prevent material flowing therebetween until the edges of said doors are substantially in the planes, which define the angle of repose of the de posited material resting upon a base below the tops of the rails.

6. A car of the class described having a center sill, a substantially V-shaped ho per on each side thereof, and doors mounte for swinging movement aboutlongitudinal axes at the apexes of the hoppers, said doors extending from their hinges toward the center sill and cooperating with a portion thereof constructed accordin to the length of said doors so that the oors and said porv tions will not separate during the opening -movement to pass material from said hopuntil the edges of said doors are .in a

position defining the angle of repose of the deposited materlal, the base of which angle is below the tops of the rails.

7. A carof the class described having a center sill, a substantially V-shaped hopper on each side thereof. 'doors mounted for swinging movement about longitudinally extending axes at the apexes of the hopper, said center sill having, an extension cooperating with the edge of said doors so as to maintain the discharge opening closed until the edges of said doors are in a position located substantially in the plane defining the angle of repose of the deposited material, the base of which angle is below the tops of the rails.

8. A car of the class described having a center sill, and a V-shaped hopper on each side thereof, said sill having an extension, and each hopper having a downwardly swinging door cooperating with said extension to maintain the discharge openingclosed during a portion of the opening movement until the edges of said door are in a position located substantially in a plane defining the angle of repose of the deposited material, the base of which, angle is below the tops of the rails.

9. A car of the class described, having a center sill, a depending extension on said center sill, a hopper and a door for said hopper, said door and depending extension having cooperating portions remaining in non-opening relationship during a portion of the opening movement of said door.

10. A car of the class described having a center sill, a hopper and adoor for said hopper, said center sill having an arcuate portion shaped to conform to the path traversed by the free edge of said door during the opening movement thereof and said door being pivotally mounted With its free edge cooperating with said arcuate portion of said center sill.

11. A car of the class described having a center sill, a hopper and an inclined door for said hopper serving in addition as a shedding surface, saiddoor and center sill having cooperating portions remaining in nonop ening relationship during a portion of the opening movement of said door.

Signed at Chicago, Illinois, this 9th day of February, 1927.

HARRY S. HART. 

